Automatic car brake



(No Model.)` 3 Sheets-Sheet 1.

S. S. FULLER. 8v R. SALVADGE.

AUTOMATIC CAR BRAKE.

W/TIVESSES y (WQWUHS (mf/@Niamey (No Model.) 3 Sheets-Sheet S. S. FULLER 8v R. SALVADGB AUTOMATIC 'GAR BRAKE'.-

Patented Oct. 2, 1883.@

(No Model.) 3 sheets-snee@ s.

s. s. FULLER a; R. SALVADGE. AUTOMATIC GAR BRAKE.

No. 286,127. Patented 001;. 2, was..

/W/VESSES v. l d C/V n HS A M 1 M v i 'Wy w,

l UNrrEn STATES lTFtQE@ Arent SAMUEL S. FULLER AND ROBERT SALVADGE, OF STRATFORD,'ONTARIO,

. CANADA. 1

`AUTOMATIC CAR-BRAKE.

SPEZIFICATION forming part of Letters Patent No. 285,127, dated Ooobor Q, 1883. t

alii whom t i12/'ry con/cern: l

Be it known that we, SAMUEL S. FULLER and Roman/1fSALvAneE, of Stratford, county ot' Ierth, Province of Ontario, Canada, have invented a new and useful Improvement in Automatic Car-Brakes; and we declare the following to be a full, clear, and exact description of the invention, such as will enable oth-` ers skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form a part of this specification.

Our invention consists in the combinations o t devices and appliances hereinafter speciiied, and 1norepartienlarlypointed out in the claims.

In the drawings, Figure l is a longitudinal section of the body of a car to which our i11- vention is applied, showing the arrangement when the brakes are applied at one end only. Fig. 2 is a plan View of a portion of a car to which our invention is applied, with flooring removed. Fig. 3 represents separate views of the mechanism by which the push bar is thrown into or out of action. Fig. 4 represents separate views of the pendent .lever and lock-bolt. Fig. 5 represents separate views of the friction-wheel, winding-reel, ratchet wheel, pawl, and hanger. Fig. 6 represents a separate view of the shaft with 'its system of levers. Fig. 7 represents separate views of the friction-wheel upon the axle, showing the method of its construction. Fig. 8 represents separate views of the bracket for suspending the friction-wheel, and the hanger for chainpulley.

The object el our invention is, first, to provide an automatic car-brake for freight-trains which shall be made to operate by the power of reaction, or of the train/s momentum, producing the compression of :the draw-head,

' whereby thebrakes are applied when the speed of the train is checked by theengine or otherwise; second, to provide an automatic carbrake which may be easily applied to any car without in any manner interfering with the free use of the hand-brakes or with the backing of the train; third, to provide an automatic car-brake which maybe applied to a car without requiring any new means of connec- Applicaton filed March 2l, 1882.

(No model.)

tion between cars, or any material alteration of the ordinary construction of a ear, thus permitting cars not equipped with this device to Y be made up in the same train with ears equipped therewith, without regard to their positionin a train; fourth, to provide an automatic carbrakewhich may be thrown into or outof action from both sides of a train, or from the top, allowing the use of a pushing-engine without setting the brakes; fifth, to providean auto' matic car-brake which shall be instantly rcleased on releasing the compression of the draw-head by the moving ofthe engine er oth erwise; sixth, to provide an automatic brake which may be operative at any speed at which the train is moving, and which may be applied by setting the hand-brakes of a rear car when the train is backing.

In the annexed drawings, A is the floor of a car. A represents the center stringers. Al is one of the outside stringers. A3 represents the truck -beams, and A" represents a earwheel., c is the axle of the truck. v a? is a brake. a is the brake-lever. A5 is a drawhead. A6 is a spring-plank. AT is a brakestaff. c is the connection between the brakestaft and brake. These are ordinary parts in the construction of cars.

In carrying out our invention, I3 is a pendent lever pivoted at its upper end to the center stringers, as shown at b, projecting :freely downward, and provided at its lower end with a friction roller, b. This pendent lever is preferably constructed of two bars, bent as shown in Figs. l and 4, the bars being kept suitably apart from each other by means of wood riveted between them, or by any other proper means, as shown at b2.

C is a push-bar pivoted to the pendent lever at the rear end, as shown at c, and preferably forked at the forward end, as shown at e and c?. The pivoted end of the bar is provided with means of adjustment to the lever B, as shown by c, whereby the bar may be `suitably adjusted behind the draw-head Ai. The lower portion of this push-bar may be made straight, or curved at its pivoted end.

`l) D represent an operating rod or rods passing from the side of the car through to either side. In order to adjust it conveniently -to the stringers A and A, we prefer thatthe middle portion should be a casting constructed Y with a central cranked section, d, and end secforked end c of the push-bar C, as shown at 0*. The operating-rod thus furnishes 'means by which motion may be conveyed from either sideof the car to throw the push-bar into or out of action. When the push-bar is in its normal or acting position, the forked end c2 rests directly back ofthe rear end -of the drawbar. By reversing` either of the cranked handles d" d* the forward end of the push-bar will be thrown up out of its normal position, as inf dicated by the dotted linesC.

di is a bearing for the operating rod attached tothe exterior of either outside stringer, provided with two lugs or stops, d, which sup port the handle d* in the proper position when turned in eitherdirection. To furtherfinsure that the operating-rod shall be held in the position in which it may be set, and be preA vented from turning over when the car receives a shock, the bearing di is provided with another segmental projection, dl, under which the handle is forced by the action of a spring, d", secured upon the rod on the inside of the stringer. This spring also serves to prevent the rod-D from working out of the sleeve d.

When it is desired to work the operating-rod D from the top of a box-car, said rod is provided at its outer end with a chain-pulley, c, with a handle, c', attached, said pulley e and f handle e taking the place ot' one ofthe cranked handles d". c? is another pulley, secured to a crankec shaft, E, on the top of a car, said shaft sup ported by the standards c and c* and extending within a few iinches of therunning-board. et represents chains passing over and suitablysecured to the pulleys e and 02,'to prethe purpose of adjustment.

vent slipping, said chains being connected together by lrods e6 on the side of the car.

F is a spring push-barperforated with boltsockets at various places, as shown at f, for The forward end is inserted between the bars of the pendent lever B and rests upon the friction-rollers b.

Vhen applied to the car, the spring push-bar extends underneath the truck-beams A3 and above the spring-plank A, and is secured i at its rear end to the bottom of the friction-whee hanger G, as shown at f.`

F is a push-spring encircling the bar F, and

is held in place between the washers f2 and j f, f2 being the point of resistance.

f* is an angular-shaped lock-bolt constructed with a shank, The sockets j' are constructed to correspond with the shape of the lock- -bolt, the construction of each being such that when the bolt is inserted in an inversed position in the socket and turned downward, it is effectually secured therein and serves to hold the washers and bar in proper adjustment.

llt is a reacting spring, also encircling the bar F, and held in position by the washerf, and a bifurcated support, F, secured to the .spring-plank A, allowing the bar F to pass freely through.

G is a frictiolrwheel hanger pivoted at its upper end to a bracket, H, said bracket preferably a metal casting, and firmly secured to the inner truck-beam, A, and provided at its outer end with a bearing, lz. The upper' arm ot" the bracket is slotted longitudinally to al- .low ofthe proper adjustment ofthe bearing h and hanger G. The upper side ofthe bracketarm and under plate ofthe bearing are pret erably serrated on their adjacent faces, and interlock with each other, the under plate` i being provided with fianges to engage the arm of the bracket and prevent lateral movement.

G is a friction-wheel pivoted in the hanger G, preferably made of cast-iron.

G2 is a winding-reel provided with a' ratchetwheel, g, also pivoted in the hanger G.y

g represents one or more gravity pawls, preferably three in number, pivoted to the friction-wheel, as shown at '02, and adapted to engage with the ratchet-wheel g. It is im portant that these pawls should be limited in their movement when disengaged from the ratchet-wheel, so that they shall not be carried too far fromthe point of contact with t-he ratch et-teeth. with a heel, as shown at g, adapted to come in contact with a stop, g", on the spoke of the ufriction-wheel', which allows only sulicient movement of the pawl to enable it to clear the ratchet teeth.

v G3V is the pivoting-shaft, provided with a shoulder, asshown at g, abutting against the side of the hanger, the outer end of the shaft secured by a split key, g,'inserted through it. The hubs of the frictionlwheel G and of the To this end the pawl'is constructed ICO winding-reel G2 are preferably recessed, as

shown at g7,permitting their being packed with waste, which', being saturated with oil, retains the means of lubrication for a long season.

' I is a friction-wheel mounted upon the inside axle of each set of trucks, constructed of segments I', of woo'd, paper, leather, or other suitable material, bolted together. In case wood is -used we prefer that the end grain ot' one segment-should be matched against the side grain of thenext segment, so as-to break joints and bring end grain and sidegrain of the wood to the surface in alternate layers. These segments-are constructed with boltholes which match each other, for the speedy` adjustment of the bolts. In this way the wheel may be constructed upon the aXle until sufficient breadth of face is obtained, as may be desired.

I2 are metallic segments on eitherI side the wheel I, which serve as tieplates.

I are outside metallic segments recessed to lit over and upon the tie-plates I2, thus pre venting their separation when the keys are driven into the key-seats I4 to secure the structure to the axle. The friction-wheel I being of softer material than the friction-wheel G, and the latter being loosely pivotedin the hanger G, it is evident that when the two are brought together the wear will be generally and quite evenly distributed.

J is a bracket, preferably an iron casting, iirmly secured to the under side ofthe center stringers, A. I

J is a shaft pivoted in the armsj of the bracket J, with a lever-arm, J2, rigidly secured thereto.

J"l and JL are additional lever-arms, loosely pivoted on the shaft J.

Ji is a collar rigidly secured to the shalt J', constructed with shoulders j and jAJ on opposite sides of the collar. The shoulder j is constructed to abut against th e lever J" and hold itin a horizontal position when the brake is tree. j and j" are springs encircling the shaft J. One end of said springs is secured to the lever-arms J and J", as shown at 75 and j. The other ends oi' the springs are secured to the bracket J, as shown atj7 and in Fig. 2. These springs are designed `to return the leversJ and J'L to their normal position when the brake is loosened 5 also, to assist in unwinding the brake-chain K, connected with the winding-rcel (,ill and the outer end ot' the lever, and hold it taut when not in operation.

j is a stop upon the bracket J, designed to check the arm J2 when moved to the position indicated by the dotted lines J.

It will be seen that the construction ol' the lever-arms J2, J", and J upon the shaft J, and the supporti lig-collar Jl", is such that the arm JZ maybe thrown up to the position indicated by the dotted lines J without moving the other lever-arms. Then the arm J:l is pulled down to a perpendicular by the winding up ofthe chain K., the arm J2 will be moved into the position of J, while the arm J* will remain in position, and when the arm Jl is brought down to a horizontal the arm J i will also be moved into the position of J K2 is an automatic brake-rod connected with the brake-lever a3 and with the lever-ar1nJ`- by means of sockets la, arranged to permit of any desired adjustment of the rod.

K" is an automatic brake-rod supported by pulleys 7c, connected with the outer end of the lever-arm J* and with the brake-chain K4 upon a winding-reel attached Ato a friction-wheel similarto G, with ratchet and pawl, as shown at Il, adapted to press upon a wheel similar to I, as shown at If, by means of a push-bar and connecting mechanism like that already described. f

'The construction of the lever J'l upon the shaft J is such that its power is continuallyv increasing to the end of its stroke, and is only prevented from becoming a dead-lock by the stop j".

It is apparent that as the brakes are tightened the power increases, and when the lever J 'l is brought to its full stroke it iseasilyheld in place, and no greater strain will be brought to bear on the brake.' Any further strain caused will be expended in a direct pull upon the lever-arms J and J", as the case may be. By this arrangement the slipping of wheels by toogreat compression of the brakesis prevented.

In the use of this device, if the car is moving in the direction of the arrows, it will be seen that when the draw-head A5 is forced back upon the push-bar (l by checking the speed of the engine or otherwise, the lower end of the lever B is forced back with the spring push-bar F andlower end of the hanger G, bringing the friction-wheel G into con-` tact with the friction-wheel I upon the axle of the truck with a power proportionate to the rearward movement of the push-bar (l and the compression ot' the springs F and F`. The frictioirwheel G will thus be caused to rotate in the direction indica ted by the arrows, and also the winding-reel G2, winding up the chain K, by which means the lever-arm J" is pulled downward and the lever-arm J2 is thrown back into theposition indicated bythe dotted lines J", thereby pulling the brake-le ver back by means oi' the brake-rod K2 and applying the brakes.

It is evident that by this mechanism the brakes will .remain applied while the compression ot' the draw-head A5 is maintained. upon the push-barC. y It is also evident that when this compression is removed from the push-bar C the springs F and F2, assisted by springs jt and y, will instantly throw the brakes out of action before the ear begins to move, which an important feature of this invention.

It has been assumed thus far that the mech anism. has been o} )eratedfroni the 'forward end by the compression ot' the forward drawbar. i

rlhe necessity ol' working the automatic brakes from the forward end of the caris apparent from the fact that otherwise, should the brakes be set through the compression oi' the rear draw-bar, the car would have to be started with the brakes set before the compression ot' the drawbar could be relieved and the brakes loosened. For this reason itis necessary that both ends oi' the ear should be equipped with the automatic brake applian ees, both operating on the same set of brakes.

In backing a train it willl be seen that whileA the draw-headswill be compressed the wheels ICO IIC

l of the brakes can be suspended when a pusher-engine is used in starting a train, and then from the top 'or either side of the car they may be thrown into position for action.

It is observed that the handles of the operating-rods are always to be turned in the direction in which the car is running to apply the brakes, and when .the operatingrods on each end of the car are turned toward the cenvter of the car the automatic brakes will be rendered inoperative.

In case double brakes are desired to be used on a single car, the system of leverson shaft J' will `be required to be connected with the levener in common use in hand-brakes.

It is evident that the systemof leversr on shaft J could be dispened with, and the winding-chains K and K* could be connected to an ordinary evener; but such a connection would involve more frictional power and tend to cause l the wheels to slip.

It is furthermore evident that two frictionwheels might be used in each hanger instead of one. i

rlhe operating-rod D also can be made all in one piece, and secured to the car bysuitable supports;

l. The combination, `with a movable draw- `bar, of the pivoted push-bar, forked at its outer end, the rock-shaft having a cranked portion arranged in the forked end of the pushvbar for swinging the latter, and mechanism connecting the push-.bar with the brakes, subsiantially as'and for the purpose described.

. 2. The combination, with a movable drawbar, of the pendent lever B, a push-bar, C, having 'a forked outer end and pivoted to the lever, a rock-shaft, D, having a cranked portion arranged in the forked end ofthe pushbar, and devices connecting the lever with the brakes, substantially as described.

3. 4The combination of a pivoted lever, B, a push-bar, C, connected at one end with the lever, and having its other end capable of being moved into and out of line with a movable draw-bar, a swinging hanger, G, carrying a friction-wheel, G', and a winding-drum, G2, a yielding connection between the hanger and the pivoted lever, mechanism connecting the winding-drum and the brakes, pawls mounted on the friction-wheel, and a ratchet on the winding-drum, substantially as described.

4. The combination of a pivoted lever, B,

a push-bar, C, arranged to receive the thrustY spring, F2, a shaft, J', having a rigidlylattached lever-arm, J2, lever-arms J3 and J, loose on the said shaft, a connection, K2, be-

tween the lever-arm J 3 andthe brake-lever c3,

and connecting mechanism between the leverarm J'L and a second swinging hanger carrying a friction-wheel and'winding-drum, sub- ,stantially as described.

5. The combination, with the push-bar and depending lever B, and the bar G, supporting the bearing of the winding-drum and friction-wheel, of the bar F, having one end connected to said bar G and the other end in sliding connection with said depending lever, and the spring F', surrounding said bar F, and having one end supported by a fixed stop carried by said bar, and the other end bearing against the loose shoe f2, substantially as d escribed.

6. The combination, with the push-bar and depending lever B, and the drum and friction-wheel supporting pivoted arm G, of the connecting-bar F, the spring F', arranged between a stop on said bar and the depending lever, and the spring F2, arranged between a stop on said bar and an independently-supported stationary stop, and arranged to move the bar F in an opposite direction to the thrust of the push-bar, substantially as described.

7. The connecting-bar F, having the bolt- 'holes,' and notches or recesses inthe upper IOO Y edges of their walls, in combination with the y locking-bolts j, having an arm bent at an angle, and provided with a shank, f5, which willl be held out of coincidence with the notch or recess of a bolt-hole when the bent arm hangs freely, substantially as described.

8. ln an automatic car-brake, the shaft J', pivoted in a suitable bracket and provided with apiixed lever-arm, J2, the loosely-pivloted arms J3 and J4, the rigid collar J5, with shoulders j and j', and springs 7'2 and j, for communicating power to the brakes from the friction-wheels, substantially as described.

IIO

9. The combination, with the operating-rod and its cranks, of lugs or strips d, segmental projections dl, and spring d8, whereby the rod is locked in either position, substantially as Y described.

10. In an automatic car-brake, the operating-rod, saidV rod provided atV its outer end with a pulley and crank-handle, in combination with a cranked rod and pulley secured upon the top of the car.` and connected with thelower pulley by means of a suitable band, substantially as described. l

l1. The combination of a pendent lever, B, a push-bar, C, connected at one end with said lever, and having a free end capable of Y,adjustment into and out of line with a draw-bar, a pivoted swinging hanger, G, mechanism conneeting the hanger with the pendent lever, :L In testimony whereof We sgnths specifica.- fretion Wheel, G, and Winding drum G2, tion in the presence of two Witnesses. mounted on the honger deveeseonneetino the i drum with the brakes, and a frebon-Weel, SAMUEL S' FULLER' I. ou the ear-axle, consisting of segmental seo- ROBERT SALVADGE tions I, arranged side by side and tied to- VVtneSses:

gether, substantially as and for the purpose S. T; HAMILTON,

described.

l M. J. J. PHELAN. 

